Draft-rigging mechanism.



No. 766,610. PATENTED AUG. 2, 1904. G. H. FORSYTH. DRAFT RIGGING MECHANISM.

APPLICATION FILED APR. 20. 1903.

NO MODEL. 3 SHEETS-SHEET 1.

No. 766,610. PATENTED AUG. 2, 1904. G. H. PORSYTH.

DRAFT RIGGING MECHANISM.

APPLIQATION FILED APR. zo. 1903.

No MODEL. a SHEETS-SHEET z.

PATENTED AUG. 2, 1904.

G. H. FORSYTH.

DRAFT RIGGING MBCHANISM.

APPLICATION FILED APR.20.1903.

3 SHEETS-SHEET 3.

N0 MODEL.

Patented August 2, 1904.

PATENT OFFICE,

GEORGE H. FORSYTH, OF CHICAGO, ILLINOIS.

DRAFT-RIGGlNG NIECHANISIVI.

SPECIFICATION forming part of Letters Patent NO. 766,610, dated August 2, 1904.

Application filed April 20, 1903. Serial No. 153,538. (No model.)

To (lf/Z 'wh/2m, it muy concern:

Be it known that I, GEORGE H. FonsY'rH, a citizen of the United States, residing at Chicago, in the county of Cook and State of Illinois, have invented certain new and useful Improvements in Draft-Rigging Mechanism, of which the following is a specification.

In the growth and development of the art of draft-rigging appliances for railway-cars there has arisen within recent years a demand for draft-rigging devices which will permit a greater freedom of lateral movement on the part of the draw-bar when a train of cars is passing' around a curve, this demand growing out of the fact that where but a very limited lateral play is provided for straining 'and injury of the members of the car and not infrequently breakage of the draw-bar or some of its associated parts frequently results. Where such increased lateral play is permitted, however, it is essential that means be provided for automatically positioning' the draw-bar for coupling purposes in order that the draw-bars of adjacent cars shall always lie in positions favorable to coupling' on any character of track.

Recent improvements in draft-rigging mechanism have in several instances taken the general form of pivoting' the draw-bar coincident with the king-bolt or so as to swing in the line of a radius of a circle of which the king'- bolt is substantially the center and connecting it laterally to the truck-bolster, whereby the angular movement of the bolster relatively to the car-body automatically maintains the draw-bar in a position at right angles to the truck-bolster, thus bringing the draw-bars of two endwise adjacent cars into a position more nearly approaching a straight line when on a curve, the connections to the truck being' extensible to enable the drawbars to assume under draft a position in longitudinal alinement coincident with the line of draft in passing around a curve.

Such an arrangement as that last described while constituting somewhat of an advance over the older art nevertheless falls short of an improved organization wherein two cndwise adjacent draw-bars are constantly maintained in a straight line, which is coincident with the line of draft while the cars are on track of the same character, whether it be a plain curve, a reverse curve, or a straight section of track. Obviously where the draw-bar is maintained constantly at right angles to the truck-bolster cooperating draw-bars on endwise-abutting cars necessarily form an angle with each other on a plain curve and on a reverse curve may be parallel, or substantially so, but out of line with each other, in neither of which positions exist the most effective conditions for automatic couplings, such conditions requiring end wise alinement of the drawbars.

In a companion application filed concurrently herewith, Serial No. 153,537, I have presented a device of this character wherein the object of the invention is stated to be to provide an improved organization wherein end wise adjacent draw-bars are maintained in substantially a straight line coincident with the line of draft, whether the cars be coupled or uncoupled and whatever the character ofthe track beneath them, andin the said application I show a mechanism for carrying out this object wherein the draw-bar is pivotally connected to the car-body at a point coincident with the axis of the king-bolt, said mechanism including a novel draw-bar-controlling means operated from and by the angular movement of the truck relatively to the car-body, through which there is imparted to the drawbar an angular movement relatively to the longitudinal median line of the car which exceeds the angular movement of the truckframe relatively to the bolster of the car-body, such angular movement, furthermore, being proportional to the degree of curvature of the track and such as to maintain the draw-bar substantially coincident with the line of draft on any character or formation of track. My

present invention has this same general object in view and embodies the same broad principle of operation as applied to a construction wherein the d raw-bar instead of being pivoted at a point coincident with the axis of the king-bolt, or substantially so, is pivotally mounted relatively to the car-body at av point more or les's in advance of the kingbolt,i this latter construction having an advantage over the former.` in that a given angular swing of the draw-bar does not require as much space at the end ofthe car to accommodate the same as in the former construction and another advantage in that it does not necessitate such a long draw-bar.

In the companion application above referred to I have also-disclosed and claimed a novel mechanism for cushioning the buiiing and pullingl strains on the draw-bar, said mechanism including as the novel feature thereof follower-blocks laterally insertible through the casing containing the cushioning devices after the latter have been assembled. A minor object of my present invention is to provide a novel and improved form of 'such followerblocks in association with novel means for retaining them in place.

Referring to the accompanying drawings, Figure 1 is a side elevation of a draft-rigging yand draw-bar-controlling device constituting one form of mechanism in which my present invention may be carried out. Fig. 2 is a top plan view of Fig. 1. Fig. 3 is avtransverse section through the draft-timbers, showing the immediate supporting and controlling mechanism of the draw-bar in rear end view. Fig. 4 is a transverse section on the line 4 4 of Fig. 1 looking in the direction of the arrow;

and Figs. 5 and 6 are diagrammatic views illustrating the principle and mode of operation of my invention on plain and reverse curves, respectively.

Referring to the` drawings, 10 designates the bottom or floor of the end portion of a railway-car, 11 the draft timbers or beams, and 12 the end sill, pendent from which latter is the usual carry-iron 13.

14 designates the truck-bolster; 15, the bottom center plate mounted thereon; 16, the top center plateg'17, the'body-bolster, and 18 the king-bolt passing through said parts and pivotally connecting the center plates.

19 designates the draw-bar, having extending inwardly from its rear end the usual strap or yoke 20. This yoke is surrounded and incased by a casing formed by a pair of oppositely-disposed channel-beams 21 and 22, the opposite side walls of which are cut out, leaving at the opposite ends of said beams inwardly-extending and meeting tongues 23 and 24, respectively, to the outer faces of which are'bolted transverse tie-plates 25 ofa lengthY equal to the combined height of the channelv beams and of a width coextensive with the width of the 'tongues lto which they are secured. The rear ends of the channel-beams are continued rearwardly inthe form of upper and lower extensions 21 and 22a, respectively, which embrace the upperand lower faces of a bridge-piece 26, rigidly bolted to and extending'between the draft timbers or contained within said follower-shells.

*fedele beams 11, the upper extension 21a resting directly lupon the'top face of said bridge-piece and being pivotally secured thereto by means i of a headed bolt 27, passed from beneath through registering holes in said extension members and bridge-piece, said bolt being retained in place by any suitable meanswas, for instance, by a collar or washer 28 and a cotter-pin 29.

30 designates the draft and buffer spring' located within the yoke and at its opposite ends abutting a pair of what I term "follower -shells7 31, these latter being either castings or simply short sections of channeliron cut to a suitable length to fit between the abbreviated side flanges of the channelbeams constituting the members of the casing, and 32 designates as an entirety the followerblocks, which when in operative position are Each of these follower-blocks is made in the form shown in Fig. 4, with a head 32a at one end and a hole 32D, formed through its opposite end, adapted -to receive a lockingpin 33. From the foregoing it will be seen that the follower-blocks 32 are readily insertible laterally of the casing, and when in place the head portions 32 and opposite apertured end portions project suiiciently to abut the combined edges of the tongues 23 24 and tie-plates 25, the heads of the follower-plates preventing their accidental displacement in one d1- rection, and the locking-pins 33 similarly preventing their displacement in the opposite direction.

The described combination of the draft-and buffer spring, the follower-shells, the follower plates or blocks, and the containing skeleton casing is set forth and claimed in my companion application, hereinabove referred to, my

i present improvements in this particular mechanism relating more particularly to the means for locking the follower platesor blocks inoperative position.

Referring now to the mechanism for auto- ,matically controlling the draw-bar, 34 designates a pulley, preferably in the nature of a sprocket-wheel, which is rigidly secured in al `horizontal slot or mortise 35, formed through the central part of the truck-bolster, saidpulley being so disposed as to be concentric with the axis of the king-bolt 18. On the pivot- -bolt 27 andresting upon the enlarged head 27L at the lower end thereof is a pulley orsprocket-wheel 36 of considerably reduced diameter as compared with the pulley 34. Se-

cured to or formed integral with the upper face of the pulley 36 is an arm 37, extending IIO radially ofthe pulley and underlying the con-v taining-frame of the draft-rigging, said arm having mounted on its outer end a saddle 38,- pivoted centrally to the arm and having its upwardly-extending'ends embracing the sides of the frameof the draft-rigging. The pulleys 341 and 36 are connected by endless operating belt or chain 39.

The operation is as follows: lVhen a car is passing around a curve, the truck-bolster 14 undergoes an angular movement relatively to the superposed car-body, which thus imparts a partial rotation to the larg'e pulley 34. In view of the fact that the smaller pulley 36 is, through the supporting bridge-piece 26, to which it is pivoted, fixed relatively to the car-body, such partial rotation of the pulley 34: communicates to the smaller pulley through the belt or chain 39 a partial rotation on its own axis, which partial rotation, by reason of the dierence in diameter between the two pulleys, produces a much greater angular movement of the smaller pulley than of the larger pulley. This angular movement swings the arm 37 through a corresponding angle, which arm through the saddle 38 swings the draw-bar and its draftrigging also to one side of its normal position, such angular movement of the draw-bar itself being equal to the angular movement of the arm 37 by reason of the fact that they are both carried on a common pivot-bolt, and the pulleys 34 and 36 are so proportioned as to relative size as to insure that the angle from the longitudinal median line of the car described by the draw-bar in this movement shall exceed the angular movement described by the truck-bolster relatively to the bodybolster, and the increase of the former angle over the latter is such as will serve to maintain the draw-bar coincident, or substantially so, with the line of draft, which in this case extends between adjacent pivot-bolts 27 on two endwise adjacent cars on all kinds of track. This angular lead of the draw-bar over the truck-bolster will be proportional to the degree of curvature of the track by reason of the fact that the angular movement of the truck-bolster relatively to the car-body is obviously always proportional to the degree of curvature of the track, the extent of rotation of the large pulley 34 is always proportional to the angular movement of the truckbolster, the rotary movement of the smaller pulley 36 is always proportional to the rotary movement of the larger pulley, and the angular movements of the arm 37 and of the drawbar (which are the same) are always proportional to the rotary movement of the pulley 36.

In Figs. 5 and 6 of the drawings l have diagrammatically illustrated the operation and advantages of my invention. ln Fig. 5 the two lines a b and a represent median lines of two endwise adjacent cars on a section of track which forms'a plain curve. As is shown by the diagram, these two lines intersect at a point fc between the adjacent ends of the cars at a considerable angle. 1n the same ligure are shown a pair of lines c Z and c/ d', which are drawn at right angles to the truck-holsters at the respective adjacent ends of the car, which bolsters of course lie coincident with radii @fand c j" of the curve, and it will be seen that these two lines c (Z and c ('Z' intersect each other at a pointy, which is within the angle formed at the point e, and constitutes a greater angle, but is nevertheless less than an angle of one hundred and eighty degrees: These lines c CZ and o' d' represent the positions of draw-bars such as are maintained for coupling purposes at right angles to the truck-holsters of their respective cars, from which it will be seen that even in the arrangement last mentioned the drawbars are when uncoupled caused to stand at somewhat of an angle to each other, and consequently not in the most favorable position for automatic coupling. In said drawings the numeral 19 designates a pair of endwise adjacent draw-bars pivoted relatively to their respective car-bodies at points in advance of the king-bolts in accordance with the preceding description of the mechanism illustrated in Figs. 1 to et and occupying the positions in which they are automatically maintained by the hereinabove-described mechanism, which positions are such as to place and maintain the draw-bars in longitudinal alinement, which is obviously their most favorable position for coupling purposes.

In Fig. 6.' l have diagrammatically illustrated the operation of my invention when two contiguous cars occupy positions on a reverse curve. 'ln this ligure, as in Fig. 5, the lines t b and a designate the median lines of the cars; but these lines, instead of intersecting, as in Fig. 5, lie parallel or substantially so. The lines c CZ and c d', as in Fig. 5, designate lines extending at right angles to the truck-holsters, which latter are coincident with radii g /L and '2f of the two plain curves which form the compound or reverse curve; but these two lines c (i and c' d also instead of intersecting, as in Fig. 5. li offset in parallel lines or substantially so. ln this figure also 19 designates the two cooperating draw-bars occupying the positions in which they are automatically maintained by my invention, in which positions it will be observed said draw-bars are in longitudinal alinement and coincident with the line of draft between their pivotal connections to their respective cars` which lat-ter is obviously their most favorable position for coupling' purposes.

ll'hen two adjacent cars are on a stright section of track, the draw-bars are maintained in alinement in positions which are both coincident with the line of draft and at right angles TOO tain the draw-bar constantly in substantial coincidence with the line of draft, may be employed in conjunction with any construction ofdraw-bar wherein the latter is allowed vto have a pivotal lateral movement.

In my companion application, hereinabove referred to, I have claimed mechanism whereby the general object or' this invention is carried out irrespective of the point at which the draw-bar is pivotally connected to the car, and hence I do not in this application claim such mechanism broadly; but believing myself to be the rst to provide mechanism for accomplishing this object in connection with a draw-bar pivoted in advance'of the kingbolt What I do claim, .and desire to secure by Letters Patent, is as follows:

l. The combination with a car-body,a truckframe, and a draw-bar capable of angular movement, of an endless connection between said truck-frame and draw-bar adapted to swing the latter sidewise in either direction during angular movement between the truck and car-body.

2. The combination with a car-body, a truckframe and a draw-bar pivotally connected to said car-body in advance of the king-bolt, of connections between said truck frame and draw-bar for actuating the latter laterally and imparting thereto on curves an angular movement relatively to the longitudinal median line of the car constantly proportional to the degree ot curvature of the track.

3. The combination with a car-body, a trucki'rame and a draw-bar pivotally connected to said car-body in advance of the king-bolt, or' connections between said truck frame and draw-bar for actuating the latter laterally and imparting thereto on curves an angular movement relatively to the longitudinal median line of the car greater than the angular movement of the truck-frame relatively to the carbody and constantly proportional to the degree of curvature ot' the track.

4. The combination with acar-body, atruckframe and a draw-bar pivotally connected to said car-body in advance of the king-bolt, of connections between said truckframe and draw-bar for actuating the latter laterally and imparting thereto on curves an angular movement relatively to the longitudinal medi`an line of the car greater than the angular movement of the truck-frame relatively to the car-body, and which is also constantly proportional to the degree of curvature ot' the track and such as to always maintain the drawbar substantially coincident with the line of draft.

5. The combination with acar-body, a truckframe and a draw-bar pivotally connected to said car-body in advance ot' the king-bolt, of a pulley carried by said truck-frame and so connected thereto as to be rotated by the anguiar movements of the truck-frame relatively to the car body, another pulley rotatably mounted on the pivotal axis ot' thedraw-bar, a driving connection between said pulleys, and connections between said last-named pulley andthe draw-bar through which the rotative movement of the former imparts an angular lateral movement of the latter.

6. The combination with a car-body, a truckframe and a draw-bar pivotally connected to the car-body at a point in advance of the kingbolt, of a pulley so mounted on the truckframe as to be rotated by the angular movement of the latter relatively to the car-body, Vanother pulley rotatably mounted on the pivot of the draw-bar, a driving-belt connecting said pulleys, and connections between said lastnamed pulley and the draw-bar through which the rotative movement of the former imparts an angular lateral movement to the latter exceeding the angular movement of the truckframe relatively to the car-body.

7. The combination with a car-body,a truckframe and a draw-bar pivotally connected to said car-body at a point in advance of the king-bolt, oi' a pulley rigidly mounted on the truck-frame concentric with the axis of the king-bolt, another pulley rotatably mounted on the pivot-bolt of the draw-bar, a drivingbelt connecting said pulleys, and connections between said last-named pulley and the drawbar through which the rotative movement of the former imparts an angular lateral movemen't to the latter exceeding the angular movement of the truck-frame relatively to the car-body.

8. The combination with a car-body, a truckframe and a draw-barpivotally connected to IOC said car-body at apoint in advance of the king-bolt, ot' a pulley rigidly mounted on the truck-frame concentric with the axis ot' the king-bolt, another pulley rotatably mounted on the pivot-bolt of the draw-bar, a drivingbelt connecting said pulleys, aradially-extending arm rigid with said last-named pulley, and a saddle carried by said arm and itseltl constituting a seat Jfor the draw-bar, substantially as described.

9. Thecombinationwithaear-body,atruck frame and a draw-bar pivotally connected to said car-body at a point in advance of the king-bolt. of a pulley mounted rigid with the truck-bolster and concentric with the axis ot' the king bolt, another pulley rotatably mounted on the pivot-bolt of the draw-bar, a driving-belt connecting said pulleys,a radiallyextending arm rigid with said last-named pulley, and a saddle pivotally mounted on said last-named arm and itselil seating the drawbar, substantially as described.

l0. The combination with a pivoted drawbar and means for actuating the same laterally, of a draw-bar guide interposed between said draw-bar and said actuating means, said guide IOC IIC

yoke is slidingly contained, an elastic medium,

and a pair of laterally-insertible follower- I5 blocks in said casing the ends whereofl overhang' the side Walls of the latter, one end of said follower-blocks being' enlarged to form ahead and the other end being apertured,

and locking-pins passed through said aper- 20 tures, substantially as described.

GEORGE H. FORSYTH.

VVitnesSes:

SAMUEL N. POND, FREDERICK C. GOODWIN. 

